Locomotive-flanger.



Nu. 642,300. Patented Ian. 30, 1900. T. CBOCKETT.

LOCOMUTIVE FLANGEB.

(Application filed Mar. 11, 1899.) (No Model.)

2 Shaats-Sheet I.

m: Norms Farms co, Pnoroumm wAsHlNofoN. o. c.

No. #642,300. Patented Ian. 30, I900.

T. CRUCKETT. LUCOMUTIVE FLANGER.

(Application filed Mar. 11, 1899.) (No Model.)

2 Sheets-Sheet 2.

THE ucnms PETERS m, PHOTO LITNOH wnsulum'ou. n. b.

UniTnn STATES PATENT @FFICE.

THOMAS OROOKETT, OF MONTREAL, CANADA.

LOCOMOTlVE-FLANGER.

SPECIFICATION forming part of Letters Patent No. 642,300, dated January 30, 1900.

Application filed March 11, 1899.

T0 ctZZ 10/1/0772, it may concern:

Be it known that I, THOMAS CROOKETT, of the city of Montreal, Province of Quebec, Canada, have invented certain new and useful Improvements in Locomotive-Hangers; and I do hereby declare that the following is a full, clear, and exact description of the same.

This invention relates to the dangers or devices carried by a locomotive for clearing the rails, and more particularly the inner sides thereof, of any adhering ice or snow; and the object of the invention is to locate the flangers so that they will not interfere with the use of torpedo signals on the track and to improve the means whereby the flangers are carried and operated, so that the fiangers can operate more effectively and the chances of breakage and possibility of accident be reduced to a minimum.

Theinvention consists, first, in locating the flangers at a point in rear of the truck-wheels and in advance of thc'driving-wheels of the locomotive; secondly, in a direct connection or bearing between the operating piston-rod and the lifting-bar of the fiangers; thirdly, in a free and variable, as distinguished from a rigid, connection between the end of such operating piston-rod and the lifting-bar of the dangers, so that the latter may conform to all vertical or lateral irregularities of the track and give an even and the same depth of out on curve and tangent, and, fourthly, in providing strong chain hanger connections between the frame of the locomotive and the fiangers, so that in case of the danger-bars or other operating connections being broken the fiangers will be suspended and prevented from getting under the driving-wheels, further specific improvements in combination of parts and particular construction being hereinafter described, and pointed out in the claims.

For full comprehension, however, of the invention reference must be had to the annexed drawings, forminga part of this specification, in which like symbols indicate corresponding parts, and wherein- Figure 1 is a side elevation of the dangers with their operating and carrying means and sufficiently of the parts of a locomotive to Serial No. 703,723. (No moclelJ illustrate the application of the flan gers thereto; Fig. 2, a rear view thereof, and Fig. 3 is a plan view of same.

Each of the dangers proper consists of a plate a, curved to the proper shape and set at its proper angle by arms 0, twisted for that purpose, the plates being reinforced by arms a and furnished along their lower edges by removable steel cutters b, bolted thereto, and which when worn can be readily replaced by fresh ones. The arms 0 c are rigidly connected at their rear ends to the dangers and have riveted thereto about midway of their length the forward ends of the reinforcing-arms a. The front ends of said arms 0 are pivoted at d to the inside equalizing-levers e of the locomotive-truck, the pivot (Z being in the form of a bar, with collars f running across from one equalizing-lever to the other and tightened and held in proper place by a turnbuckle g in the center.

Check-chains h h are secured, as at j, at one end to the rear of the forward ends of the Hangers, extend diagonally beneath the 1ocomotive, and have their other ends secured, as at k, to the frame Z of the locomotive. These check-chains can be kept properly adjusted by the turnbuckles m.

Safety-chains n n, secured at one end centrally to the rear side of the flangers and at their other ends to the frame of the locomotive, are provided, so that should the arms a 0 become broken in any way the flangers 'would be supported by these chainsand prevented from getting under the driving-wheels.

Chains 0 0, provided with hooksp p at their free ends, hang from the locomotive-frame and are adapted to support the dangers when not in operation, the flangers being raised and the hooks inserted in the lowermost links of the safety-chains n.

The means for operating the Hangers may be thus described: A steam or air cylinder q projects downwardly from the under side of an arched cross-bar 0', carried by the engineframe, and the end of its piston-rod s bears upon a transverse lifter or connecting bar If, the ends of which are connected with the flanger-carrying arms 0 a through hangerbars 16 u, rigidly secured to the arms 0 c, and

with which bars to the connecting-bar t has a square connection to prevent turning. The piston-rod and lifter-bar t are connected together in such a manner through a cross-head I) on the rod and links 10, pivotally secured at either end to such cross-head and the bar, as to allow any necessary lateral play between them caused by anyirregularities of the track, 850., while a wear-block a: is preferably interposed between the end of the rod and the bar and secured to the latter. The flangers are also held together and stiffened in position by a bar 'y, secured to both.

1 indicates the steam-pipe connection, leading from the steam-chest 2 of the cylinder 'to' any convenient point of supply, and the valves of the steam-chest are controlled through rod 3-and lever 4 connection by the engineer.

Should it be desired to use air, the air would be taken from the main air-reservoir to a two-Way valve in the cab, and from this valve two separate pipes would lead to opposite ends of the cylinder.

It will be at once apparent that the dangers can be applied to and operated with perfect safety upon all trains, that the placingof the cylinder so that a direct thrust with great pressure upon the fiangers may be secured is a decided advantage, that the particular location of the flangers in the position shown will give clear rail to all wheels on the train except those of the engine-truck and consequently does not interfere With the use of torpedoes, that the operation of the flangers entails no extra cost,since they are controlled by the engineer, and that the engine is insured full traction-power and any cuttingof tire and rail avoided.

What I claim'is as follows:

1. In combination with the frame of a locomotive, a flanger device comprising a pair of fianger-plates, apair of arms rigidly connected at their rear ends to said flanger-plates and'pivotally connected at their forward ends to the frame of the locomotive, and a pair of reinforcingarms connected rigidly at their rear ends to the rear ends of said flangerplates and at their forward ends rigidly to the first-mentioned arms.

2. In combination with the frame of a loc0m0tive,of a flanger device comprising apair of flanger-plates, a pair of arms rigidly connected at their rear ends to said flanger-plates, and pivotally connected at their forward ends to the frame of the locomotive, a pair of reinforcing-arms connected rigidly at their rear ends to the rear ends of said hanger-plates, and at their forward ends rigidly to the firstmentioned arms; and means for raising and lowering said flanger device, substantially as and for the purpose set forth.

3. In combination with the frame of a locomotive, ofa fianger device comprising apair of flanger-plates, a pair of arms rigidly connected at their rear ends to the forward ends of said Hanger-plates and pivotally connected at their forward ends to the frame of the locomotive, a pair of reinforcing-arms connected rigidly at their rear ends to the rear ends of said flanger-plates and at their for ward ends rigidly to the first-mentioned arms; means for bracing said Hanger-plates together; a lifting device; a chain connection between said fi'anger device and the pistonrod of said lifting device, substantially as described and for the purpose set forth.

'4. The combination of 'fiangers a, a, car rying arms'c, c, pivoted'to the equalizing-levers of the locomotive-truck, lifter-bar t,

hanger-bars u, carried above the lifter-bar and the operating cylinder q, piston rod 8 bearing directly upon and having a free conn'ectionwith's'aid'bar, substantially as and for the purpose set forth.

5. The combination with piston-rod s and lifter-bar t, of cross-head v and links w with pivotal connections to cross-head and bar, substantially as and for the purpose set forth.

In testimony whereof I have affixed my signature in presence of two Witnesses.

THOMAS CROCKETT.

\Vitnesses:

HOWARD REID WHITE, ARTHUR ORIoHToN SUTHERLAND. 

